Gas-engine.



No. 840,178. PATENTED JAN. l, 1907. D. M. TUTTLE. GAS ENGINE.APPLICATION FILED MAY .25Y 1905.

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/ @AMM any necessity UNTTED sTATns PATENT orrrcn., DANIEL M. TUTTLE, OFCANASTO'IA, NEW YORK.

GSTENGINE:I

Specification of Letters Patent.

Patented Jan. 1, 1907.

To all whom? it may concern:

Be it known that I; DANIEL M. TUTTLE, of Canastota, in the county ofMadison, in the State of New York, have invented new and usefulImprovements in Gas Engines, of which the following, taken in connectionwith the accompanying drawings, is a full, clear, and exact description.

This invention relates to improvements in gas-engines of the two-.cycletype, and refers more particularly to the means for introducing thehydrocarbon li uid directly into the explosion-chamber wit out enteringthe crank-chamber, so as to avoid any liability of back firing orexplosion of the mixture in the crank-chamber.

The primary object, therefore, of my invention is to provide meanscontrolled bythe compression of lair in the crank-chamber 'for forcingthe. hydrocarbon liquid directly into the explosion-chamber either atthe-base or top Without causing it to enter the crankchamber.

` Another object is, to cause the mixture of the hydrocarbon li uidwitha suitable amount ofthe air at t e point of entrance to theexplosion-chamber, thereby obviating mixing devices.

A further object is to late the quantity of lli tering the explosion-camber according to the load or work required or performed..

automatically regulowing description that the essential purpose of theinvention is to prevent the formation of any explosive mixture andliabilit of explosion of the explosive gases wit in the crank-chamberand to 'regulate the volume of" explosive charge to harmonize with theload or work required.

Other objects `relating to the specific de tails of the mechanism forcarrying-out the foregoing objects will be brought outin the followingdescription. Inthe drawings, Figure 1 is a transverse sectionalview of asingle;cylinder two-cycle gas engine embodying the features of myinvention. Fig; 2 is an enlarged sectional view taken on line 2 2,Fig. 1. y

In demonstrating the practicability of my invention I khave s own anordinary gas-engine consisting: 'of a cylinder 1 and crank-case 2, inwhich are movable, res ectively, a piston 3 and' crank 4, the latter,eing connected to the piston by means of the connecting-rod admittedtothe crank-chamber.

for vaporizers or auxiliary said chamber on the downstroke uidhydrocarbon enl 5, whereby motion is transmitted from the piston to thecrank-shaft. The cylinder 1 "and crank-case 2 are united lto form aclosed conduit 10 to an inlet-port 11 in one si'de of the cylinder 1near the base of an interior explosion-chamber 12, said chamber beingalso provided with. an exhaust-port 13,'which is located diametricallyopposite to the'inletport 11.

In the preferred form or construction of this gas-engine the air underatmospheric vpressure is admitted into the crank-chamber 6 through theinlet 7 and suitable conduit 14,

'having a check-valve 15 and a throttle-valve 16, the check-valve 15serving to prevent back flow ofthe air from the crank-chamber and atthe. same time permitting the inow of such air, and the throttle-valve16 is for the purpose of controlling the quantity of air This air isvdrawn into the crank-chamberby suction or under the partial vacuumcreated by the upstroke of the piston 3 and is com ressed in of saidpiston, and it is clearly evident thatif a large volume of air isadmitted by opening the throttle full open the effect of the compressionof such air inthe crank-chamber would be 1 It will be observed, however,from the fol` greater than if only a small quantity were admitted-thatis, the pressure per unit area through the outlet 8 would be greaterunder -the compression of a large volume than With a small volume forobvious reasons.` It is therefore apparent that the throttle 4may beoperatedat will to control the degree of ressure per unit of area at theoutlet 8, 'an this pressure is utilized to automatically operate apiston 17 Whichis movable in the auxiliar cylinder 10. This cylinder 10is closed at he to or above the Ipiston and is open at the base elow thepiston for communication with theoutletvS, so that the crank-chamber isalwa s in communication with the auxilia'ry cy inder 10 to allowthe freeaction of the compressed airfrom the crank-chamber against the pistonand in this instance against its .lower slde-or end. It is now clearl aparent that by closing the upper end ofthe cy inder 10 an air-chamber isformed, and

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the air insuch `chamber operatesto partially resist the movementpof thepiston" by the Y pressure of air from the crankchamber through theoutlet 8, such resistance being further increased by acompression-spring. 18,

which is interposed between an adjustable shoulder 19 and piston 17. y

It will bc apparent from .the foregoing description and upon referenceto the drawings that the degree of movement of the piston 17 against theair-cushion in the upper end of the cylinder 10 and also against theaction of the spring 18 will depend upon the degree of pressure per unitof area in the crank-chamer and its outlet 8. For example, if a largevolume of air were allowed to enter the chamber 6 by opening thethrottle-valve full open a maximum pressure would be produced in thechamber 6 on the downstroke of the. piston 3, which would o crate toproduce a maximum movement o the iston 17 against the combinedresistance of t e spring 18 and air-cushion in the to of cylinder 10. Onthe other hand, if a sma l volume of air were admitted by throttling theentrance through the medium of the valve 16 a correspondingly lightdegree of pressure would be exerted in the crank-chamber and its outlet8, and therefore the movement of the piston 17 would be comparativelylight. lf, now, this variable movement of the piston 17 be utilized tot.control the volume or quantity of liquid hyrdocarbon which is to'beadmitted' to the explosion-chamber, it is evident that when thecompression of air per unit of area is greatest in the crank-chamberunder a heavy load carried by the'engine the iston 17 will be movedthrough a considerab e distance, and therefore a heavy charge or maximumquantity of the liquid hydrocarbon will be'forced into theexplosion-chamber and exploded, thereby supplying the maximum power tomeet the work required of the engine, while on the other hand, if theengine is running light or slow and only a small quantity ol' the liquidhydrocarbon is required the throttle 16 is partially closed, so as toadmit only a small quantity into the crank-chamber, thus allowing foronly a slight compression and correspondingly light movement of thepiston 17 which will force a correspondingly small quantity of thehyrdocarbon liquid into the explosion-chamber, the effect of which, whenexpanded, `is of course comparatively light in impelling the main piston3 downward. ln order to accomplish-this automatic forcedfeed of theliquid hydrocarbon into the explosion-chamber, I provide the piston 17witha depending lunger 20,A 'which is movable in a subcylin er 21, thevplunger 20 and part 21 constituting a forecpump, the interior of thecylinder 21 communicating with a assage 22, having one end connected to-a iquid-hydrocarbon-supplypipe 23 andits other endconnect'ed by aconuit 24'to a sprayingnozzle 25, which enters'- the explosion-chamberin close proximity to but slight-ly above the air-inlet port 11.

y It will be observed upon reference to Fig. 1 of the drawings that theair and liquid carbon are forced into the base of the explosionchamberat nearly the same point, but in intersecting paths, for the purpose ofmixing aty their oints of entrance into the explosionchamlluer, therebyavoiding any possibility of introducing an explosive mixture into anycon uit 22 when the piston 17 isat its-downstroke or when theair-pressure withinr the` crank-chamber 6 is neutralized orovercome bythe resistance-spring 18- and air-cushion above the piston 17, `itbeingunderstood, however, that the lower end of thepiston or' plunger 20terminates a sli ht distance above the passage 22, so as to-al ow freecommunication between the conduits-23and24' The passage-way between theconduit/'23 and interior of vthe cylinder 21 is' provided with acheck-valve 26m-prevent back flow of the liquid hydrocarbon, asgasolene, and the passage between the interior' ofthe cylinder 21 andconduit 24'isalso provided'wlth a check-valve 27 to prevent 'back flowofthe liquid hydrocarbon from the ex losionI-eham-- ber, and it thereforeappearst at the chamber in which the plunger is movable communicate'swith the assage 22 between the check-valves 26 an 27. Y

Inthe operation of my inventionthusfar described the throttle-valve 16'iso ento-admit the desired amount of airto t ecrankchamber, the amountof air'dependingiupon' the workrequired of the engine-#am for instance,ifl a'heavy load is-placedu on' the-'engine the throttle-'is open-to itsfu l'capacity, so that onV the.u stroke of'the'piet'on 3 the suction orpartia vacuum produced in the chamber 6 draws the air into saidy chamberand into-the space-formed: by th'erise of? the pistonl 3, and as thepiston descends onA it'sl downstroke the check-valve 15' isaut'omat'-ically closed against thees'capel of ail-from the crank-chamber, andsuchvair'is-therefore compressed in said chamber'andfis partially forcedout through the outlety 8,-t-hereby'impinging'and: elevating the piston17 against the action of the spring 18-and also against theair-cushion'w-hich is-formediin then per end of the cylinder 10.This-elevation`1o *the preventing the entrance of air int'o'ther IOO IOS

wardly through upwardly into the interior of the cylinder 21 and intothe conduit 22, and as soon as the piston 3 approaches the limit of itsdownstroke sufiiclent to uncover the port 1l the air under compressionin the crank-chamber and conduit is instantly forced into the base ofthe ex losion-chamber, and simultaneously with t s relief of thepressure in the crank-chamber and its outlet 8 the spring 18 andexpansion of the compressed a1r in the upper part of the cylinder 10operate to force the piston 17 downwardly with considerable force,thereby causing a similar and simultaneously downward movement of thelun .er1 20, which expels the hydrocarbon iqui from the cylinder 21 andconduit 22 upthe conduit 24 andnozzle 25 into 'the base of theexplosion-chamber12, .Where it is causedto mix with the inilowing air'insuitable proportions, such mixture being deliected uxwardly byv adeecting-plate 29 on thefhea of the piston 3. lIt 1s now clear that boththe air' and liquid hydrocarbon enter the' sideof the explosion-chamber,inder 10 and serves atA substantially the same point and under a highdegree of pressure and that the quantity of liquid hydrocarbon which iscaused to enter the explosion-chamber is proportionate to the pressureof the air in the crank-chamber by reason of the fact that this pressureof the air in the crank-chamber controls the amount of movement of thepistons A17 and 20. In order to further control the flow of the amountof liquid hydrocarbon which may enter the explosion-chamber, I providethe shoulder 1.9 upon the adjustin -screw 30, which is movable in theupper end of the cylto produce more or less tension upon the spring 18,thereby affording more or less resistance to the elevation of the piston17 b the compresesd air from the crank-cham er 6 on the downstroke ofthe piston 3. f

I do not wish, however, to limit myself to the use of the iston 17 andits spring 18 for operating the ibrce-pump, as the plunger 20 and'part21, as any other equivalent pressure-regulating device may be employedto actuate any other form of lun'ger other than that shown and describerserve the right to employ any device which may be o erated by thecompression of--air in the cran -chamber and capable of forcing liquidhydrocarbon into any part of the exlosion-chamber, to ether w1th anymeans or controlling the inIet of air into the crankchamber at any pointbelow the lower end of the piston, as 3, when in itsextreme innerposition or stroke. I have therefore shown the upper portion 'oftheftir'ank-case as rovided with an additional air-inlet 31, W ich isbelow the exhaust 13 and communicates with a conduit 32 ,having athrottle-valve 33, and when the air is admitted at this point the and Iwould relower throttle-valve 16 would be closed, so that avacuum wouldbe created in therankchamber by the upstroke of the piston 3 until thelower end of the piston uncovered the air-inlet 31, at which time theair would instantly rush into the crank chamber and be compressed on thedownstroke of the piston in the manner previously described. I have alsoshown the conduit 24 as provided with a two-way valve 34, to which isconnected a second conduit 24', leading to a spray-nozzle 25, whichdischarges into the upper end of the explosion-chamber 12 and may besubstituted in operation for the inlet-nozzle 25, the valve 34 servin toconnect the conduit 24 either to the nozz e 25 or'25, but to only oneata time. When the nozzle 25 is used, the nozzle 25 of course is cutout, and the mixture of the air and liquid hydrocarbon is effected inthe upper part of the explosion-chamber; but in either case theexplosive mixture is compressed on the upstroke ofthe piston and ignitedat the proper time by'suitable sparking device 35, Fig. 1.

WhatI claim is- 1. In a gas-engine of the class described,

the combination with an explosion-chamber and crank-chamber and apiston, the explosion-chamber having separateA inlets, one for air andthe other for liquid hydrocarbon, the air-inlet communicating with thecrankchamber, an air-supply con duit also communicating with the.crank-chamber and provided with a throttle-valve for controlling theamount of air admitted to said crankchamber, an outlet-conduit leadingfrom the crank-chamber, said piston compressing the air .in thecrank-chamber and its outlet on its downstroke, a movable memberactuated in one direction by the compression of the air in saidcrank-chamber and outlet, means for actuating said member in theopposite direction when the pressure in the crank-chamber is relieved bythe opening of the air-inlet-port and additional means brought into thereaction of said member to force liquid hydrocarbon into theexplosion-chamber. 2. In ahydrocarbon-engine, a cylinder, a crank-caseand a piston, said cylinder having an air-inlet ort connectin with thecrankchamber an also, provided with a separate inlet for li 'uidhydrocarbon, an air-supply conduit lea ing to the interior of thecrankchamber and means for graduating the airsupply to regulate thedegree of pressure in the crankchamber by the compressionstroke of thepiston and means brought into action by said pressure from thecrank-chamber for feeding hydrocarbon li uid throu h its port into theexplosion-c amber, t e quantity of such liquid hydrocarbon which is fedto the explosion-chamber being proportionate to the air-pressure in thecrankchamber.`

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action by IIO 3. The combination With a gas-engine in Which the airiscompressed `in the crankchamber by the downstroke of the piston, ofmeans-for graduating the entrance of air into the crank-chamber therebycontrolling the degree of pressure therein and separate means controlledby such pressure for feeding lhydrocarbon liquid into .theexplosionehamber of the engine.

4. In a gas-engine, aneXplosion-ehamber having an inlet-port for the.liquid hydrocarbon and also provided With a chamber in which air iscompressedby the piston, means for graduating the degree of pressurein'said chamber and. a feeding device for the-hydrocarbon :liquidcontrolled :by such ressure whereby the quantity of the liquihydrocarbon fed=tothe explosion-chamber isproportionate'to the degree ofpressure-in said A chamber.

the. erank'ehamla er,l a yielding resistanceoperating toreturnsaidzelement-When the airpressure'is relieved andmeans actuatedrbythe-return of said elementfor'forcing hydro- 'ger actu-ated by saidelement upon-its return toforcethe liquid hydrocarbon into-saidexplosion-chamber.

l 7. In a gas-engine, 4the combination of a piston and air-chamber inwhich airis oompressedbyythe said piston and means 00n-y trolled bythefpressure of air in said chamber for forcingliquid hydrocarbon fintotheexlesion-chamber of the engine, said means mcludingan.air-operatingelement, a yielding resistance returning saidfelementanda plunger actuated 4by said' element upon its return to forcer the liuid hydrocarboninto said vexplosion-cham er, and adjustable Vmeans-forvarying saidfjieldingresistanee.

.Inwitness Whereofl vehereunto-set my hand this 4llthday ofMay, 1905.-

DANIEL M. 'IUTTLE.

, Witnesses:

H. yE. CHASE, MILDRED M; No'rr.

